Wind and water power generation system with multi-stage linear generators

ABSTRACT

A power generation assembly for use in generating electrical power from air or water currents includes a rail system including at least one rail and a vane assembly, drivable by the air or water currents. A car assembly is slidably mounted to the rail and coupled to the vane assembly: wherein movement of vanes of the vane assembly generates linear movement of the car assembly. An electrical energy generating system includes two or more independent sets of stator windings carried by the rail system, and a piston, carried by the car assembly, wherein linear movement of the piston relative to the stator windings generates electrical energy. A switching system is operable to controllably and individually activate each of the two or more independent sets of stator windings.

PRIORITY CLAIM

This application is a continuation of U.S. patent application Ser. No.14/677,732, filed Apr. 2, 2015, which is hereby incorporated herein byreference in its entirety.

BACKGROUND OF THE INVENTION Field of the Invention

The present invention relates to a power generation assembly for use ingenerating electrical power from air or water currents.

Related Art

In the last several decades wind and wave power have grown to beworldwide phenomena with spectacular growth in the U.S. Even morerecently, the Department of Energy (DOE) is encouraging the developmentof systems that will be more efficient in areas with somewhat lower windspeeds, particularly throughout the mid-western states where theresource is considered to be vast, and much development is expected.

With the growing concerns about human caused global warming andinstabilities in fossil fuel producing regions of the world, a growingnumber of people are voicing interest in the development of morewind/wave power and other renewable energy systems.

Examples of systems adapted for harnessing the energy of wind and waterare disclosed in numerous patents, many of which are issued to one ormore of the current inventors. While the development of such technologyhas advanced considerably in recent years, designers continue to seek toobtain greater efficiencies in the conversion of wind and water energyto electrical energy.

SUMMARY OF THE INVENTION

In accordance with one aspect of the invention, a power generationassembly for use in generating electrical power from air or watercurrents is provided. The assembly can include a rail system includingat least one rail, and a vane assembly, drivable by the air or watercurrents. A car assembly can be slidably mounted to the rail and can becoupled to the vane assembly. Movement of vanes of the vane assembly cangenerate linear movement of the car assembly. An electrical energygenerating system can have: i) two or more independent sets of statorwindings carried by the rail system, and ii) a piston, carried by thecar assembly, wherein linear movement of the piston relative to thestator windings generates electrical energy. A switching system can beoperable to controllably and individually activate each of the two ormore independent sets of stator windings.

In accordance with another aspect of the invention, a power generationassembly for use in generating electrical power from air or watercurrents is provided, including a rail system having at least one railconfigured in an endless loop, and a vane assembly, drivable by the airor water currents. A car assembly can be slidably mounted to the railand coupled to the vane assembly. Movement of vanes of the vane assemblygenerates linear movement of the car assembly. An electrical energygenerating system can have i) at least one set of stator windingscarried by the rail system, and ii) a piston, carried by the carassembly, wherein linear movement of the piston relative to the statorwindings generates electrical energy. The at least one rail is supportedupon, or at least partially submerged in, a body of water.

In accordance with another aspect of the invention, a power generationassembly for use in generating electrical power from air or watercurrents is provided, including a rail system having at least one railconfigured in an endless loop. A vane assembly is drivable by the air orwater currents. A car assembly is slidably mounted to the rail andcoupled to the vane assembly. Movement of vanes of the vane assemblygenerates linear movement of the car assembly. An electrical energygenerating system can have: i) at least one set of stator windingscarried by the rail system, and ii) a piston, carried by the carassembly, wherein linear movement of the piston relative to the statorwindings generates electrical energy. A series of permanent levitationmagnets can be arranged within the rail, and a series of permanentlevitation magnets can be arranged on the car assembly, the levitationmagnets cooperatively providing a lifting force sufficient to levitatethe car assembly and the vane assembly coupled to the car assembly.

Additional features and advantages of the invention will be apparentfrom the detailed description which follows, taken in conjunction withthe accompanying drawings, which together illustrate, by way of example,features of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The following drawings illustrate exemplary embodiments for carrying outthe invention. Like reference numerals refer to like parts in differentviews or embodiments of the present invention in the drawings.

FIG. 1 is a perspective view of a prior art wind and water powergeneration system illustrating the general concept of such systems;

FIG. 2 is a more detailed, sectional view of various components of theprior art system of FIG. 1;

FIG. 3a is sectional view of various components of a carrier car systemin accordance with an aspect of the invention;

FIG. 3b is a side sectional view of another carrier car assembly;

FIG. 3c is a front sectional view of a monorail in accordance with anaspect of the invention;

FIG. 4 is a side sectional view of a carrier car in accordance with anaspect of the invention;

FIG. 5 is a front view of a conveyance assembly in accordance with anaspect of the invention;

FIGS. 6a and 6b are side sectional views of a conveyance assembly inaccordance with an aspect of the invention;

FIG. 7a is a top sectional view of a conveyance assembly;

FIG. 7b is a top sectional view of a conveyance assembly;

FIG. 7c is a side sectional view of a conveyance assembly;

FIG. 8a is a top sectional view of a carrier car train in accordancewith an embodiment of the invention;

FIG. 8b is a top sectional view of a carrier car system;

FIG. 8c is a top sectional view of a monorail system in accordance withan aspect of the invention;

FIG. 8d is a top sectional view of a monorail system;

FIG. 9a is a front sectional view of a monorail in accordance with anaspect of the invention;

FIG. 9b is a side sectional view of a monorail;

FIG. 10a is a side sectional view of a partially submerged monorailsystem;

FIG. 10b is a front sectional view of a hydro monorail system;

FIG. 10c is an end view of a fully submerged water application inaccordance with an embodiment of the invention;

FIG. 11 is a top view of a barge monorail system in accordance with anaspect of the invention;

FIG. 12a is a side sectional view of a monorail system in accordancewith an aspect of the invention; and

FIG. 12b is a sectional view of upper and lower airfoils of a monorailsystem; and

FIG. 12c is a side view of a section of a monorail system incorporatingsolar panels in accordance with an embodiment of the invention.

DETAILED DESCRIPTION

Reference will now be made to the exemplary embodiments illustrated inthe drawings, and specific language will be used herein to describe thesame. It will nevertheless be understood that no limitation of the scopeof the invention is thereby intended. Alterations and furthermodifications of the inventive features illustrated herein, andadditional applications of the principles of the inventions asillustrated herein, which would occur to one skilled in the relevant artand having possession of this disclosure, are to be considered withinthe scope of the invention.

Definitions

As used herein, the singular forms “a” and “the” can include pluralreferents unless the context clearly dictates otherwise. Thus, forexample, reference to “a linkage” can include one or more of suchlinkages, if the context dictates.

As used herein, the term “substantially” refers to the complete ornearly complete extent or degree of an action, characteristic, property,state, structure, item, or result. As an arbitrary example, an objectthat is “substantially” enclosed is an article that is either completelyenclosed or nearly completely enclosed. The exact allowable degree ofdeviation from absolute completeness may in some cases depend upon thespecific context. However, generally speaking the nearness of completionwill be so as to have the same overall result as if absolute and totalcompletion were obtained. The use of “substantially” is equallyapplicable when used in a negative connotation to refer to the completeor near complete lack of an action, characteristic, property, state,structure, item, or result. As another arbitrary example, a compositionthat is “substantially free of” an ingredient or element may stillactually contain such item so long as there is no measurable effect as aresult thereof.

As used herein, the term “about” is used to provide flexibility to anumerical range endpoint by providing that a given value may be “alittle above” or “a little below” the endpoint.

Relative directional terms are sometimes used herein to describe andclaim various components of the power generation systems of the presentinvention. Such terms include, without limitation, “upward,” “downward,”“horizontal,” “vertical,” etc. These terms are generally not intended tobe limiting, but are used to most clearly describe and claim the variousfeatures of the invention. Where such terms must carry some limitation,they are intended to be limited to usage commonly known and understoodby those of ordinary skill in the art.

As used herein, a plurality of items, structural elements, compositionalelements, and/or materials may be presented in a common list forconvenience. However, these lists should be construed as though eachmember of the list is individually identified as a separate and uniquemember. Thus, no individual member of such list should be construed as ade facto equivalent of any other member of the same list solely based ontheir presentation in a common group without indications to thecontrary.

Numerical data may be expressed or presented herein in a range format.It is to be understood that such a range format is used merely forconvenience and brevity and thus should be interpreted flexibly toinclude not only the numerical values explicitly recited as the limitsof the range, but also to include all the individual numerical values orsub-ranges encompassed within that range as if each numerical value andsub-range is explicitly recited. As an illustration, a numerical rangeof “about 1 to about 5” should be interpreted to include not only theexplicitly recited values of about 1 to about 5, but also includeindividual values and sub-ranges within the indicated range. Thus,included in this numerical range are individual values such as 2, 3, and4 and sub-ranges such as from 1-3, from 2-4, and from 3-5, etc., as wellas 1, 2, 3, 4, and 5, individually.

This same principle applies to ranges reciting only one numerical valueas a minimum or a maximum. Furthermore, such an interpretation shouldapply regardless of the breadth of the range or the characteristicsbeing described.

Invention

The present technology relates generally to wind- and water-drivensystems that convert movement of vanes into electrical energy. Oneexemplary structure that can be utilized with the teachings of thepresent invention is shown in FIGS. 1 and 2. In this conventionalsystem, developed by one or more of the present inventors, a powergeneration system 200 can include a lower monorail 49 and an uppermonorail 50 supported by a common pole support 48. Numerous vaneassemblies 51 are shown, although it is noted that the actual number ofvane assemblies 51 used in each power generation assembly 49 and 50 mayvary. The vane assembly 51 can consist of a frame 110 and at least onegang of vanes 52 and 54 positioned on the frame 110.

FIG. 2 shows this exemplary system including sails or vanes 52, 53, and54 that are coupled to a common frame which is pivotal in sleevebearings 42 and are supported by a linkage portion 64. The linkageportion connects to car assembly 112 within monorail 49,50. Each sailassembly 51 is supported by guy cables to keep upper and 5 lower carassemblies that share a common frame, aligned within each monorail.

This conventional system is provided for exemplary purposes only to givea broad overview of the overall function of the present technology. Itwill be appreciated, from FIG. 1, that the systems can be very large(see reference to a man in this figure). Thus, while many of the presentfigures are necessarily drawn to show very small components of thesystem, the overall system can be quite large. The specific teachingsrelevant to the present technology are as follows:

FIG. 3(a) depicts an exemplary carrier car system within a monorail 340having carrier wheel 306 providing vertical support which turns onbearings and shaft 308 upon a swivel yoke 310. The swivel yoke 310 canbe attached to a linkage portion 303 which is solidly connected to sailassembly support element 302, which in turn extends outside of themonorail 340 to secure the mast support sleeve of sail assembly. Anelectrified slot track 336 can supply current to slot track forcer orpiston 338 and electrical line 342 to power sail positioning servos on asectionally constructed sail mast.

Side thrust wheels 312 and 313 can provide support against various windforces. Side thrust wheels 312 and 313 rotate on axles 314 and 315 thatare positioned by a thrust wheel adjustment screw 316. The adjustmentscrew can work upon extending elements 318 that can slide within anextending channel support 320 to provide constant contact centeringadjustments within the sides of the monorail 340. Connecting element 305can be rigidly secured to linkage portion 303 and can pivot on sleeve304 and can extend longitudinally through the monorail to attach bytongue and groove to an identical portion 303 at a trailing carrier car(which can be referred to herein as a “train”).

A linear generator support brace 332 can be attached to the sides of themonorail 340. Linear generator stator windings 326 can be placed on theupward and downward portions of the “U” shaped part of the brace 322.The connecting element 305 can include a forcer flange 333 that extendsoutward and to the sides of element 305 with permanent magnets 324deployed on the top and bottom of forcer flange 333. The forcer flangecan extend along at least a portion of the length of connecting element305 or along the full length of connecting element 305.

When wind initiates force upon the sails, the movement of the carriercars 100 and connecting elements 305 move the permanent magnets 324 pastthe stator windings 326 to create electrical power. This permanentmagnet linear generator configuration can be switched on or off (thatis, each can be selectively activated). Each side can have at least twopoints of switching; top and bottom. FIG. 3(a) shows four lineargenerators, indicated at 370 a, 370 b, 370 c and 370 d. Any one or moreof the four can be switched on or off depending on the need forpower-take-off. All generators may be turned off (de-activated) at startup to allow the train to move freely. Reverse polarity applied to thePTO may be used to initiate startup in low wind speed if needed;temporarily using it as a linear motor rather than a linear generator.Also, an Eddy Current can be induced to slow or serve to support thebraking of the system. Any combination of electrically live generators(up and down or crossways) may be used in this four stage lineargenerator configuration.

This system may operate as a single unit wind farm with individualgenerator sections being turned on, one at a time, as wind speedincreases. As an example, linear generators on both straight lengths ofthe elongated oval loop (shown in FIGS. 8a-8d ) can create the abilityto have four steps of generating capacity each for a cumulative total ofeight steps or levels of generation. That is, a 16 MW system can feedquality power to the grid at 2 MW, 4, 6, 8, 10, 12, 14, and a total of16 MWs as each individual generator segment is switched on. All thewhile, the train travels at a predetermined speed.

An electronic controller unit (shown by example at 375) may beincorporated to manage a substantially balanced amount of power-take-offfrom each level of monorail. This can eliminate, for example, possibleracking (wherein a monorail above a lower monorail may tend to run aheadof a lower monorail). In the case of high-speed maglev trains,adjustments of 4,000 to 10,000 per second can be made to ensure a smoothride. This ‘power on’ concept may be analogous to the ‘power off’concept discussed herein in order to get the multiple monorail trains torun at near equal PTO.

A braking surface flange 332 can extend upward and can extend the fulllength of connecting element 305. A hydraulic plunger 330 can activate ahydraulic pressure line 334 that can in turn push plunger cylinder 331and brake pad 328 against braking surface 332 to stop the train.

A cable support frame 350 can extend from sail assembly support element302 to fasten airfoil guy cables 354 at airfoil guy cable supports 352both above and below the outsides of monorail 340.

The side thrust or guide wheels 312 and 313 can be adjusted so thecarrier car has very little, if any, sideways movement. This design canprovide a number of advantages over spring-loaded designs, which allowthe wheels to ‘give’ slightly.

The design of the sail assembly support element 302 also providesadvantages:

a) Extensions can loop around the top and bottom of the monorail tosupport guy cables in alignment with the center of the car. Thiscable-guyed concept can aid in eliminating the longitudinal connectingelement in monorails above or below a main monorail. It reducesstructural material and provides more wind-swept area per generator; and

b) An electrified slot track can power the servo(s).

The system provides greater “wind swept” area per generator and muchmore overall system performance management, as opposed, for example, toconventional wind turbines which can be constrained to putting all powerparts in a nacelle at the top of a tower.

The present linear generators are quiet, the require very littlemaintenance, are tolerant of some debris, and have near zero friction.The present system does not require a gearbox. Another advantage of thepresent system is that start up can happen in very low wind speed.

FIG. 3(b) is a side sectional view of a carrier car assembly 100 showingcarrier wheel 306, swivel yoke 310, and swivel bearings and shaft 309.The connecting element 305 with the forcer flange 333 and permanentmagnet array 324 sides through and past the support brace with windings322. In the embodiment shown, carrier wheel 306 can swivel 360 degrees.This is advantageous in that the train can traverse in either directionthrough the monorail. The linear generators can be modified to operatewith the magnets moving in either direction relative to the windings.Depending on the wind direction, the leading length; the length thatreceives the force of the wind first; of the elongated loop should bemoving in a direction that takes the most advantage aerodynamically ofthat wind direction. If the wind angle to the straight side is 10% offof perpendicular, more power would be produced if the system was movingslightly into the wind, effectively creating more lift because of ahigher ‘relative’ wind speed. This is advantageous since the leadinglength is generally going to be where most of the power is producedbecause the return length can experience turbulence from the leadingairfoils.

FIG. 3(c) shows a front cut view of a monorail 341 with an opening atthe bottom with extension segments 342 and a baffle component 360 whichminimizes debris entering the inside of the monorail 341. The use of theextension segments 342 and the baffle 360 can minimize or eliminatesplashing in a water application. The side thrust wheels 312 and 314 andsupporting components are identical to those shown in FIG. 3(a), exceptthat they are inverted.

Depending upon the configuration being considered, a monorail above orbelow a main monorail (with the main monorail being set up with a PTOand brake) may not need to have its own PTO and brake as the power wouldbe transferred through the cables to the main monorail. Again, more windswept area per generator. The downward weight of the sail assembly canbe born by the main monorail and the orientation of the guide wheels canbe maintained by the sleeve section holding the mast. The sleeve sectioncan be long enough to substantially use the mast's rigidness to holdthis guide wheel assembly in a predetermined position.

FIG. 4 is a side sectional view of a carrier car 100 with an additionalcarrier wheel assembly at the front end of a carrier car 100. A frontcarrier wheel support beam 404 is attached to the linkage portion 303 byan offset flange 403. The offset flange is solidly attached to a linkageportion 303. A front offset flange 406 is equally offset to the offsetof flange 403.

These offset portions 403,406 are designed to allow clearance forturning at the curved ends of the elongated oval track. The frontcarrier wheel 414 rotates on and axle and bearings 412 that is guided bya swivel yoke 410 at swivel bearings and axle 408.

FIG. 5 shows a front view of a passive maglev (magnetic levitation)conveyance assembly 200 wherein the linkage portion 302 and 303 aresecured to a bogie unit 502 by a bogie hitch element 504. The hitchelement 504 can include a reinforcing brace 511 that is built uponmaglev connecting element 505 and rests upon and rotates within thebogie 502 upon a bogie swivel shaft 507 secured by bearings at the topand bottom 506. The bogie unit 502 is passively levitated by permanentlevitation magnets 516 deployed across the underside of the bogie 502which interact repulsively with permanent levitation magnets 514attached to the bottom of the monorail 340 aligned, poll to like poll,i.e., “N” toward “N” or “S” toward “S”.

Side thrust permanent magnets 518 can be attached to the sides of thebogie 502 and side thrust monorail mounted permanent magnets 517 can beplaced opposite and to the sides of the monorail 340 and are aligned,like poll to like poll. The square area of the sides and bottom of thebogie 502 is substantial enough to join a predetermined amount ofmagnets to levitate the weight of the conveyance assembly including theweight of the airfoils, and to counteract the side thrust of the wind.

Permanent magnet linear generator windings 510 are attached to themonorail 340 and permanent magnet linear generator magnets 512 aresecured to the sides of the bogie approximate and opposite the maglevassembly windings 510, which comprise a dual permanent magnet lineargenerator. The two may be switched on or off to work together orseparately.

FIGS. 6(a) and (b) show a side sectional view of a tandem bogie passivemaglev conveyance assembly 200 and a top cut view of a tandem assemblyto tandem assembly connecting element 505, respectively. A bogie unit503 is identical and positioned in reverse to bogie unit 502 and theyboth are connected in tandem by the bogie hitch element 504. Hitchelement 504 can include a bogie hitch element shaft 520 that extendsupwards from the center of said hitch at which point tongue and groovedmaglev connecting elements 505 have a reinforcing portion 511. A brakepad 328 can be activated by plunger cylinder 331 and is a lengthsufficient to operate smoothly through sections of removable brakingsurfaces 524 with beveled ends 526 secured by removable braking surfacebolts 522. Removable braking surfaces 524 attachment holes 528 in FIG.6(b) are for the removable brake surface bolts 522. Braking surfacesections 524 must be removable for service of the connecting elements505 joining point. The beveled portion 526 is at a pivot point for thetrain end turns.

This design can ensure that there is enough square area for opposingmagnets to support the weight and thrust. This divides up the fullrectangular shape to traverse the curved ends of the loop.

The connecting element 505 includes a shape configured to equalize theside thrust on bogies 502 and 503. The forward urging is reinforced bythe brace 511. A percentage of the forward thrust is thus experienced asa slight side thrust dispersed evenly along the sides of the tandembogies. FIG. 7(b) shows a different sail support that providesadditional advantages.

The present monorail design simplifies PTO arrangement and increases itsefficiency. The design of the train minimizes the vertical area of themonorail; thus, it can be made wider if more structure is needed, so asnot to increase size upwardly and downwardly so as to avoid obstructingthe flow of the wind.

FIG. 7a is a top sectional view of a tandem bogie maglev conveyanceassembly 200 with a sail assembly support element 302 joined to a maglevconnecting element 505. The components are arranged so as to evenlyplace distributed forces on the bogies 502 and 503.

FIG. 7(b) is top view of a tandem bogie maglev conveyance assembly 200with a sail assembly support element 302 joined to a bogie hitch element504.

FIG. 7(c) shows a side sectional view of tandem bogie maglev conveyanceassembly 200 with a sail assembly support element 302 joined to a bogiehitch element 504. This arrangement orients the sail support assemblystraight out from the monorail at all times. The system illustrated inFIG. 9 is also configured this way.

This illustrates a variation on part 504. In this arrangement, the sailsupport element 302 is connected directly to 504 rather than 302 beingpart of the longitudinal part 505. In this case, connecting element 305is used. The advantage here is that the orientation relative to themonorail of portion 302 is always going to be straight out from themonorail, even while it traverses around the curved ends of theelongated oval loop.

With reference to FIGS. 8a-8d , FIG. 8(a) shows how when the portion 302is solid to tongue and grooved connector beam 305; it exits the monorailon the curved ends in a way that is skewed. Alternatively, FIG. 8(d)shows how the part 302 extends out from the monorail straighter relativeto the curve. This would reduce slightly the length of part 302 as it isshown in FIG. 8(a).

The disadvantage is that the forward force on the part 302 transferredthrough part 504 would put side thrust on opposite sides of bogies 502and 503, and similarly, counteracting side thrust forces on oppositesides of the monorail. Another advantage is that 302 being an integralpart of 504 puts the stress points more approximate to where they aremanaged closer to the tandem bogies.

FIG. 8(a) is a top cut view of the train of a wheel guided carrier cartrain 100 within a monorail 340 with sections of passive permanentmagnet linear generator units 322. Each section of generator is of alength that is at least as long as will provide a constant flow ofelectrical output from the movement of the sectioned permanent magnetarrays 324 traversing through the windings portions 322.

As at least one magnet array is exiting a windings section, another mustbe entering simultaneously to ensure a constant flow of electricaloutput. This scenario allows for a reduced number and length of attachedmagnets 324 along the connecting elements 305, and eliminates the needfor a full length of windings portion 322 along the straight sections ofthe monorail system 100.

FIG. 8(b) show a top cut view of carrier car system 100 with magnetarrays 324 attached throughout the full length of the connectingelements 305 and windings portions run the full length of each straightportion of the oval loop.

FIG. 8(c) is a top cut view of a passive permanent magnet maglevmonorail system 200 with sectioned linear generator units 510 that areof sufficient length so that as one tandem bogie assembly 502, 503 withmagnetic arrays 512 exits a length of windings 510, while another tandembogie assembly is entering simultaneously to ensure a constant flow ofelectrical output.

In this manner, the number of permanent magnets joined to the connectingelements is minimized, and at the same time a continuous smooth flow ofpower is provided. In a large system it may very well be that magnetsdeployed continuously on the connecting elements would be useful,especially when upper and lower monorails are of the type shown in FIG.3(c) as the power is transferred to the main monorail housing the lineargenerator.

FIG. 8(d) is a top cut view of a monorail system 200 with a fullelongated oval track serving as a dual linear generator. Windings 510are installed continuously throughout both the outside and inside of themonorail loop. FIGS. 8(c) and (d) illustrate the workings of the linkageelement 504 at the curved ends of the track.

FIGS. 9(a) and (b) show a front cut and side sectional view,respectively, of a monorail 940 with an opening at the bottom with apassive maglev bogie conveyance assembly 902, and a side sectional viewof a tandem bogie assembly 902 and 903. In this arrangement, opposingpermanent magnets 916 can be fastened to monorail 940 and magnets 916can be fastened to bogie unit 902 for levitation. Opposing permanentmagnets 917 can be fastened to monorail 940 and magnets 918 can befastened to bogie 902 for side thrust resistance. Electronic windings910 are secured to the sides of the monorail and permanent magnets 912can be fastened to the bogie to comprise a dual linear generator.

Any combination of linear generator configurations may be used here. Forexample, there is room for the four stage setup of FIG. 3a on top and tothe sides of the bogie.

In FIG. 9(b), a second bogie 903 is shown and is hitched by at top bogiehitch element 904. A lower bogie hitch element 905 can comprise a tandempassive maglev bogie conveyance assembly 900 with a sail assemblysupport element 902 extending through and solidly attached to hitchportions 904 and 905. The tandem bogies 902 and 903 rotate on shafts 907and 909 so as to traverse the end loop curved portions of the monorailoval loop. A sectional braking surface 932 is connected to the length ofthe hitch element 904 and the brake pad 328 is a length that can applybraking power to at least two sections 932 simultaneously. A baffle 920is attached to the sail support assembly immediately above the bottomopening of the monorail 940 to reduce splashing in an under-water basedapplication.

This design has two roles; namely, for use as a secondary monorailconveyance assembly or an alternative to the side exit design, or foruse in a water application given that the extensions on the monorail 940along with the baffle 920 can reduce or eliminate the splashing of wateras it moves through the water as well as enabling a bubble for the trainto operate within. This bubble works also as a ballast to reduce theweight on a submerged system. Additionally, the design provides aslimmer monorail shape.

The PTO permanent magnets 912 shown on the bottom rung can optionally beomitted from this design.

FIG. 10(a) shows a side sectional view of a partially submerged hydrodual monorail system 1000 for water 1032 applications in tidal currents,oceans currents, hydro spill-ways, and flow of river. The upper monorail1002 and the lower monorail 1004 have an opening for the hydrofoilassembly supports 1010 which extend out the bottom as shown in FIG.9(a). An extension downwards on the monorail 940 and a baffle 920 createa bubble for the internal workings and reduces splashing. The system issupported within a frame 1012 which is attached to a lateral reinforcedcarrier frame 1016 that connects to a multi-stage lift 1018 at a latchpin 1017 all of which rests upon pontoons 1020. The bottom of the frame1015 is guyed by cables 1026 to the carrier support frame 1016 and theassembly 1000 is guyed to anchors on the sea floor; river bed 1030. Asthe water level 1032 changes, sensors 1021 on the frame 1015 signal thewenches 1024 to adjust to keep the assembly 1000 at an optimum workinglevel.

The air trapped inside the monorails and inside the hollow hydro foils1006 can reduce the relative weight of the system.

The bubble type monorails shown at 1002 and 1004 can be similar to thoseillustrated in FIG. 9. Ballast tanks can also be provided with thissystem.

This system produces a minimal environmental footprint. If this systemwere used in a spillway behind a hydro plant or in a river, the cablesholding the whole system in place may be guyed to the banks or a bridge,etc. This system is portable, it may be transported easily and quicklyfor maintenance and repairs. In the case of a flood or ice build-up, itmay be moved. This system is more efficient; ocean currents and, moreparticularly, tidal currents, are resources that often present arectangular shape. In any square area, using a circular PTO device(e.g., turbines or the prior art) fails to capture 21% in the corners.

FIG. 10(b) is a front sectional view of a hydro dual monorail system1000 that is guyed to the waterway floor 1030 by cables 1038,1036 toanchors 1040. Support columns 1031 are anchored 1034 to the sea floorand are sleeved over by a multi stage lift by use of tubular columns1029 and 1028 so that the system can be hoisted upward out of the waterfor maintenance and cleaning. Alternatively, an axillary liftingframework 1042 may be attached for lifting out of the water.Hydro-dynamically shaped bracing 1011 is attached to the end portions ofthe support frame 1015 in the same fashion as the hydro dynamic shapedbracing 1012.

FIG. 10c is an end view of a fully submerged water application as it mayappear in a deep ocean current setting. The element at the top is forbracing support to counteract the tipping force from the flow of thecurrent against the right side of the drawing. In other words, thisdrawing is the curved end view as the straight lengths extend beyond andpast the image.

FIG. 11 is a top full view of a body of water application 1100 of aseries of barge 1106 mounted tiered monorail wind systems 1102 whereeach barge is linked together at linkage portion 1108 and mounted onpontoons 1110 which are hitched my tubular sections 1112 to a centralhitch point 1114 spaced apart by tubular sections 1116. A series oflinked sections is secured to a single anchor 1120 by tubular sections1118 at an anchor linkage point 1122.

Solid tubular linkage sections; 1112, 1116, and 1118 are used so as toeliminate slack and maintain positive positioning of the overall system1100. In this configuration a single anchor provides a minimalenvironmental foot print relative to wind swept area and passivelyorients itself to operate downwind regardless of wind direction.Additionally, the rigidity of the tubular sections resists a system runon the anchor in the case of a sudden shift in wind direction.

The hitching elements 1118, 1116, 1114, and 1112 can be formed fromcables, but in the case of a sudden shift in wind direction, there maybe a run on the anchor because of slack. Thus, in some embodiments, weuse rigid tubes/pipes. Having one major anchor to hold together as muchof an off shore system as possible provides numerous advantages.

FIG. 12(a) shows a side cut view of a tiered monorail system 1200 withairfoils 1202 that rotate within a collar 1204. The collar can beaffixed to a sail support assembly 302 or 902 are positioned leadingedge forward so as to show cables 354 affixed to segments 352 of theconveyance units 100 and 900 respectively, and attached so as to be inalignment with the center of the pivoting point i.e., center of linkageportion 303 and linkage point 902 on the monorail train. Tethering thecables from the center of the pivot points ensures continuous tension asthe cables move with the train throughout the curved segments of theelongated oval loop. Structural support cables 1212 reinforce the tieredmonorail system 1200 laterally from tower to tower and guy wires 1210are hooked to a bracing frame 1220 positioned at the top of the systemare anchored to the ground to resist swaying against the force of thewind.

FIG. 12(b) is an expanded side view of upper and lower airfoils 1202with upper and lower mast members 1216 coupled and rotatable separately.The upper mast is fixed to a clasp ring 1218 that secures the verticalweight of the mast 1216 and is pivotal within the sleeved portion 1204of the sail assembly support element 302 by a servo 1206 that is firmlyattached to the sleeve.

The lower segment of the upper mast 1216 extends downward through thesleeve section 1204 into a tube shaped opening at the top of the lowermast 1217 and is free to rotate independently of the bottom mast segmenton bearings 1214 and 1215. The length of the tube opening issufficiently long to counteract lateral thrust and flex. Each,independently, servo navigated segment of airfoil is guided by at leastone sensor. At least one solar panel 1219 is affixed to at least oneairfoil.

Each individual section, in a stacked airfoil configuration, shown inFIG. 12(a) must traverse laterally at a given speed through a wind-sweptarea that has varying wind velocity. Multiple sensor guided servosenables appropriate orientation of individual sections at differentheights and therefore varying wind characteristics.

The use of cable guying can provide the benefit of the ability to buildthe structures higher with much less mass.

Using the configuration of FIG. 12b provides a system more specificallyresponsive to varying wind characteristics at various heights. If thesystem is 300 to 400 ft high, the wind speed at the lower rung may be 6m/s and 15 m/s at the top. Since the full vertical length is travelingat the same speed there is an advantage to be able to individuallyorient each sail section. Also, this scheme would simplify theconstruction of the system.

As shown in FIG. 12(c), the present system can utilize solar panels toincrease the amount of electrical power generated.

It is to be understood that the above-referenced arrangements areillustrative of the application for the principles of the presentinvention. Numerous modifications and alternative arrangements can bedevised without departing from the spirit and scope of the presentinvention while the present invention has been shown in the drawings anddescribed above in connection with the exemplary embodiments(s) of theinvention. It will be apparent to those of ordinary skill in the artthat numerous modifications can be made without departing from theprinciples and concepts of the invention as set forth in the examples.

We claim:
 1. A power generation assembly for use in generatingelectrical power from air or water currents, comprising: a rail systemincluding at least one rail; a vane assembly, drivable by the air orwater currents; a car assembly, slidably mounted to the rail and coupledto the vane assembly, wherein movement of vanes of the vane assemblygenerates linear movement of the car assembly; an electrical energygenerating system, having: i) two or more independent sets of statorwindings carried by the rail system, and ii) an armature, carried by thecar assembly, wherein linear movement of the armature relative to thestator windings generates electrical energy; and a switching system,operable to controllably and individually activate each of the two ormore independent sets of stator windings.
 2. The assembly of claim 1,wherein the electrical energy generating system includes fourindependent sets of stator windings.
 3. The assembly of claim 2, whereinthe four sets of stator windings are arranged in two pairs of windings,each of the pairs including a stator winding arranged on opposing sidesof rail system.
 4. The assembly of claim 1, wherein the car assembly issupported by a wheel that travels within the rail of the rail system,the wheel vertically supporting a load of the car assembly.
 5. Theassembly of claim 4, wherein the wheel is pivotally coupled to a supportpost, and is pivotal about the support post to allow travel of the carassembly in either linear direction within the rail.
 6. The assembly ofclaim 1, further comprising a series of permanent levitation magnetsarranged within the rail, and a series of permanent levitation magnetsarranged on the car assembly, the levitation magnets cooperativelyproviding a lifting force sufficient to levitate the car assembly andthe vane assembly coupled to the car assembly.
 7. The assembly of claim6, wherein the levitation magnets arranged on the car assembly arecarried by a pair of bogeys, each bogey coupled to the car assembly. 8.The assembly of claim 1, wherein the track comprises an oval or acircle.
 9. The assembly of claim 8, wherein the stator windings arearranged in a substantially continuous array along the track.
 10. Theassembly of claim 8, wherein the stator windings are arranged indiscontinuous, linear segments along the track.
 11. A power generationassembly for use in generating electrical power from air or watercurrents, comprising: a rail system, including at least one railconfigured in an endless loop; a vane assembly, drivable by the air orwater currents; a car assembly, slidably mounted to the rail and coupledto the vane assembly, wherein movement of vanes of the vane assemblygenerates linear movement of the car assembly; an electrical energygenerating system, having: i) at least one set of stator windingscarried by the rail system, and ii) an armature, carried by the carassembly, wherein linear movement of the armature relative to the statorwindings generates electrical energy; wherein the at least one rail issupported upon, or at least partially submerged in, a body of water. 12.The assembly of claim 11, wherein vanes of the vane assembly are atleast partially submerged in the body of water.
 13. The assembly ofclaim 11, further comprising two or more independent sets of statorwindings carried by the rail system, and a switching system, operable tocontrollably and individually activate each of the two or moreindependent sets of stator windings.
 14. The assembly of claim 13,wherein the electrical energy generating system includes fourindependent sets of stator windings.
 15. The assembly of claim 14,wherein the four sets of stator windings are arranged in two pairs ofwindings, each of the pairs including a stator winding arranged onopposing sides of rail system.
 16. A power generation assembly for usein generating electrical power from air or water currents, comprising: arail system, including at least one rail configured in an endless loop;a vane assembly, drivable by the air or water currents; a car assembly,slidably mounted to the rail and coupled to the vane assembly, whereinmovement of vanes of the vane assembly generates linear movement of thecar assembly; an electrical energy generating system, having: i) atleast one set of stator windings carried by the rail system, and ii) anarmature, carried by the car assembly, wherein linear movement of thearmature relative to the stator windings generates electrical energy;and a series of permanent levitation magnets arranged within the rail,and a series of permanent levitation magnets arranged on the carassembly, the levitation magnets cooperatively providing a lifting forcesufficient to levitate the car assembly and the vane assembly coupled tothe car assembly.
 17. The assembly of claim 16, further comprising twoor more independent sets of stator windings carried by the rail system,and a switching system, operable to controllably and individuallyactivate each of the two or more independent sets of stator windings.18. The assembly of claim 17, wherein the electrical energy generatingsystem includes four independent sets of stator windings.
 19. Theassembly of claim 18, wherein the four sets of stator windings arearranged in two pairs of windings, each of the pairs including a statorwinding arranged on opposing sides of rail system.
 20. The assembly ofclaim 16, wherein the track comprises an oval or a circle.
 21. Theassembly of claim 20, wherein the stator windings are arranged in asubstantially continuous array along the track.
 22. The assembly ofclaim 20, wherein the stator windings are arranged in discontinuous,linear segments along the track.